office



July 3, 1928.

H. O. HOLTE RAILWAY TRAFFIC CONTROLLING APPARATUS Q Q Q Q g mm 5% Q? W \NVENTORI F 02. M Q'EMP Q W w 5 T Em 1@ Filed Dec. 18, 1924 ATTORNEY Patented July 3, 1928.

rilhll'l'E STATES PATENT OFFICE.

Hr'lROLD (l. HOLTE, D33 VJILKII l'SBUBG, PENNSYLVANIA, ASSIGNQR TO THE UNION SWI'ECH &; SIGNAL CDMPAINYQOJP 8 72 31353 PENNSYLVANIA.

VALE, PENESYLVANIA, A CORPORATION OF RAILWAY-TRAFFIC-CONTROLLING APPARATUS.

Application filed December 18, 1924.

My invention relates to railway traffic controlling apparatus, and particularly to apparatus of the type comprising tram carried characters 1 and 1 designate the track rails nated as a whole by the reference character A. (lhe impulse transmuitmg apparatus A comprises a source of current, such as a generator (3, constantly driving a motor 'l.

The motor '7' is ope atively connected with three circuit interru ping devices 3, l i o, all oi which rotate at the same speed. The circuit inter-raptin device 3 is provided with two o ipositely disposed contact segments 3 electrically connectedhy a conductor 3" and arranged to make electrical contact with a pair of oppositely disposed brushes 62. The circuit interrupting device 4: is provided with tour contact segments l, all of which are electrically connected by wires 41', and which segments comet with a pair of oppositely disposed brushes 63, l he circuit interrupting device 5 1 rovidcd with eight contact segments 5, all of which are electrically connected by conductors 5 and are arrangelil to co-act with a pair of oppositely disposed brushes (ll. Associated with the circuit interrupting device 3 is a circuitcontrollcr 8 which is opened orcloscd according to trafiic conditions in advance of the traclr section X- Y, and similar circuit contro jprs 8? and 8" controlled in Similar mans.

tion.

Serial No. 756,710.

nor, are associated with the circuit inter rupting devices l and 5, respectively. When circuit controller 8 is closed the generator (3 is connected across the track rails 1 and 1 through the circuit interrupting device 3, so

that two impulses will he impressed across the track rails for each complete revolution of the device 3. VYhen circuit controller 8 is closed the generator (3 is connected across the rails through the circuit interrupting device l, whereby tour impulses will be impr assed across the rails durmgeach con1- plete revolution oi the device l. Similarly when circut controller 8 closed the generator '3 will he connected across the rails through the circuit interruptingdevice 5, so that eight impulses will be impressed across the rails during each complete revolution of the device Inasmuch as the devices 3, 4:

and 5 are driven at the same speed by the motor 7, which motor is constantly in operation, it will he soon that llllPlllSGS at different frequencies are impressed across the track rails, depending on trallic conditions in advance of the section X-Y. As shown in the drawing, the generator (5 produces altcrnating current, although current 01 this characteristic is not essential to my invenll hen alternating current is used, it is, of course, apparent that each impulse impressed across the rails is in reality made up of a group of alternating current impulses, but for purposes of this specil'ication .li will hereinafter refer to each 01 these groups as an impulse.

Located in the track section X-Y train ll provided with apparatus to receiving the impul es impressed across the rails by the transmitting apparatus A. As here shown, the receiving apparatus on the train W comprises a pair of receiving coils 9 and 9* located in front of the forward wheels of the train and disposed in inductive relation with the two track rails 1 and 1 respectively. These coils 9 and 9 are connected in a receiving circuit 10 in such manner that the voltages created in the coils by alternating current llmving in the two track rails in series are additive. This receiving circuit 10 controls a primary relay C in such manner that the relay C is energized during each impulse iinpresed across the track rails and de-energized during the interval between impulses, ll. desired amplifier 11 may be interposed between the receiving circuit and the primary relay 0.

lhe train carried apparatus includes a second relay D provided with a pick-up circuit which is controlled by a back contact of the primary relay C. This pick-up circuit passes from terminal 13 of a suitable source of current, through back contact 1'212 of relay C, wires 13 and 14, winding of relay 1), and. wire 16 to terminal-O of the same source of current. It will be seen, therefore, that relay D is energized whenever the primary relay C is ole-energized. Relay D is also provided with a stick circuit which passes from terminal B, through contact 17-17 of a circuit controller N, wire 18, front contact 19 of relay D, wire 14, winding of relay 1), and wire 16 to terminal 0. (lircuit controller N is operated in a manner hereinafter set forth. Contact 171". is normally closed, however, and so it will be noted that when relay D becomes energized it will remain energized after relay C becomes energized'and until contact 17 17 becomes opened. 7

The train carried apparatus includes a movableinember G, which, as here shown. is a shaft pivotally mounted at points 34. This shaft is biased to swing in counter-clockwise direction as viewed in the drawing, that is, in the direction indicated by the arrow .The shaftis provided with a motor device F for swinging the shaft in clockwise direction'in opposition to the biasinzr fore, andpalso with a retarding device K for retarding the return movement of the shaft under the influence of its biasing force. Fixedtothe shaft G is a finger 62 for causing operation of the circuit controller N, and also associated with the shaft G is a circuit controller J;

The motor device F comprises a solenoid 29 and a plunger 30. which plunger is oporatively connected through a link 66 with a collar 65 fixed to the shaft hen the solenoid 29 is energized, it draws the. plungor 30 downwardly thereby turning the shaft G in clockwise direction in opposition to the biasing force acting on the shaft.

The retarding device'K comprises a vane of electro-con'ducting non-magnetizable material fixed to the shaft and moving between the pole pieces of a magnetizable core 32 whichis provided with a winding 31. Vi hen the winding 31'is energized, the magnetic field passing through the vane 33 tends tion, is limited by a stop 38 fixed to the shaft G. This circuit controller member 70 comprises three contact segments 35, 36 and 37, disposed in different planes perpendicular to the shaft G, this arrangement being shown more clearly in Fig. 2. The three segments 36 and 37 are arranged for cooperation with three contact lingers 35, 36 and 37, respectively, which contact fingers are carried by an armature 2st of an electro-responsive device E. The device E also comprises a magnet 23 for attracting the armature 24.

.When the armature 24 is retracted, the contact fingers 35, 36 and 37 are out of the paths of the contact segments 35, 36 and 37, but when the armature 2a is attracted by the magnet 23, these contact fingers are all in the paths of the corresponding contact segments, so that one contact or another will be closed, depending upon the angular position of the circuit controller member 70.

The circuit controller N is operated in the following manner: When the shaft G occupies its normal or biased position, that is, the position in which it is shown in the drawing, the finger 62 engages contact member 47 so that contact 4i7-49 is closed and contact. 4-7-4-8 is open; contact 17 17 is closet YVhen the shaft G begins to swing in, clockwise direction under the action of motor device F the finger 62 releases member 41:7 thereby allowing contact et7-l9 to open and contact 47%8 to close. hen the shaft reaches its extreme clockwise position, which I will. term its initial position, finger 62 engages member 17 to open contact 1717. During: the reverse movement of the shaft in response to its biasing force, contact 17-17 closes as soon as the shaft leaves its initial position, and as the shaft reaches its normal position contact l-74S opens and contact 47- l9 closes.

The train V1 is provided with train grovcrninc; apparatus controlled by the circuit controllers N and .7. which apparatus may assume any desired form. 1t may comprise means for governing the brakes of the train, or it may comprise speed responsive elements for governing the brakes in accordance with speed and l'ra'llic comlitious. or it may comprise merely signaling devices for indicating traffic conditions to'the encjincer. In order to make the present disclosure as simple as possible I have shown this train governing apparatus as comprising signal inf: devices only. these devices bcinxr electric lamps H, M, L and S. The lamps L. M and Here controlled by slow releasine relays 4-1. 4:4: and 46. respectively, which in turn are controlled by the circuit controller J, whereas the lamp S is controlled by circuit controller N.

In explaining the operation of the apparatus, I will assume that all three circuit cont-rollers 8, 8 and 8 have been opened. for

a sufiicient interval of time to permit all parts of the train carried apparatusto assume the positions to which they are biased, that is, to assume the positionsin which they are shown in the drawing. The stop lamp S is then lighted, its circuit being closed through contact 47- 29 and wire 50. Lamps L, M and H are all extinguished because relays 41, 44 and 46 are all open. I will next assume that while the train WV occupies section XY circuit controller 8 becomes closed. Two'impulses are then impressed across the track rails 1 and 1 during each revolution of the circuit interrupting device 3, so that the primary relay C is energized twice during each such revolution. l/Vhen relay C becomes energized, it, of course, opens its back contact and closes its front contact. The opening of the back contact l212 opens the pick-up circuit for relay D, but relay D remains closed due to its stick circuit through circuit controller N. The closing of the front contact 12-12" of relay C closes a circuit for magnet 23 of the electro-responsive device E, this circuit being from terminal B through front contact 1.212 of relay C, wire 20, winding of magnet 23, wire 21, contact 22 of relay D, and Wires 15 and 16 to terminal O. Magnet 23 then attracts itsarmature Qet, thereby moving the contact lingers 35, 36 and 37 into thepaths of the contact segments 35, 36 and 37. The attraction of armature 2% also closes a contact 25-26 and opens a contact 9f27. Contact 25 -26 closes a circuit for motor device F which passes from terminal B, throughcontact 2526, wire 28 and solenoid 29 to terminal 0. The opening of contact 25-27 de-energizes the retarding device K, so that the shaft G is free to move without retardation. Motor F then functions to swing the shaft G in cloclzwise direction in opposition to the biasing force acting on this shaft. The retarding device K being tie-energized, the rate of movement is limited only b inertia and the resistance ofiered by thepivots 34, so that this move ment of the shaft G takes place ina very brief interval of time.

As soon as this movement of shaft G begins, contact 47 -45) of circuit controller N opens, thereby extinguishing the stop lamp S, and contact 47-48 closes. After a slight movement of shaft G has occurred, contact segment 35 engages contact finger 35, and this engagement does twothings. It stops further movement of circuit controller member so that during subsequent movement of the shaft this member remains at rest and the stop 38 moves away from the member. It also closes a circuit for relay il which circuit passes from terminal 13 through circuit controller-member TO, contact 35 35, wire 40, and winding of relay e1 to terminal 0. This causes the low speed lamp L to become lighted, the circuit being from terminal Bthrough contact i7t8 of circuit controller ll, wire 52, contact 54-. of relay 41, wire 57, and lamp L to terminal 0. WVhen the shaft G reach-es its initial l1l')illiOl1,CODttlCll 1'T1T of circuit controller N opens, thereby opening the stick circuit for relay D which consequently becomes opened, and this in turn file-energizes winding 23 of device E at contact 22 of relay D. Device E then releases its armature 24, so that contact ling-er $35 releases the member 70 which immediately swings downwardly until arrested by the stop 38, the member then being in its initial position. The release of armature 52 i also reverses contact member 25, thereby (ls-energizing the motor device F and energizing the retarding device K,the circuit for the retarding device being from terminal 13 through contact 25-27, wire 61, and winding 31 to terminal 0. The shaft G and member 70 thereupon begin to swing in countercloclnvise direction due to the biasing force acting on the shaft, this movement being retarded, however, by the action of the device K so that the movement or swing takes place in accordance with lapse of time. VVhilethe shaft is making this return movement,relay C becomes deenergized due to the opening of contact interrupter 3, and so relay 1) again becomes energized. When the shaft has made a suliicient angular movement to bring the con tact segment into registry with finger 85", relay C again becomes energized due to the closure of the transmitting circuit at circuit interrupter 3. Armature 24: is then attracted again, thereby closing contact the slow releasing relay 11, this circuit being from terminal 15, through contac' tlfi iii'i wire 40, and winding of relay L1 to terminal 0. Relay 41 then becomes energized, thereby closing a circuit for low speed lamp L, which circuit is from terminalB, through contact et74l8, wire 52, contact- M of relay ll, wire 57, and lamp L to terminal 0. The energization of device E also reverses con tact member 25, thereby tie-energizing the retarding device K, and energizing the motor device F, so that shaft G is again restored to its initial position. During this restoring movement the contact member 70 is held stationary by the co-action of contact segment with contact finger 35, so that the slow releasing relay 41 remains energized during this movement. As soon as the shaft G is fully restored to its initial position, however, circuit controller N is again operated to open relay D, which in turn deenergizes magnet 23, thereby releasing contact member 70, which immediately drops to its lowest position against the stop 38. The return movement of shaft G is then repeater until relay {1 again] becomes energized,

35 andso closing the circuit throughill!) whereupon thedevice E is again operated to arrestthe motion of the shaft G andto energize the slowreleasing relay 41. It will be seen, therefore, that as long as impulses are transmitted by the circuit interrupter 3 of the transmitting apparatus A the low speed lamp L will be lighted.

Assuming .now that circuit cont-roller 8 becomesopened andcircuit controller 8 becomes closed, it will be noted that the frequency of the impulses transmitted to the traekrails will be doubled. Under :this condition the movement of shaftG incounterclockwise direction will be arrested when contact segment 36 registers with contact finger 36, so that slow releasing relay 44: will Jae energized thereby lighting the inedium speed lamp M. The circuitv for relay 44: is from terminal B, through segment 86,.contact finger 36 wire 43, winding. of relay 44, to; terminal 0. Thecircu'it for the medium speed'lamp M is from terminal B, through contact e7-%l8, wire ,52, contact of relay 37-,-37-', wire 45, winding of relay 46, to terminal 0. Thehigh speed lamp H will then be energized, the circuit for this lamp being sifLQlIl terminal 0, through contact 4:748,

wire 52. contact 5.6 of relay .46, wire 59, and lamp H to terminal 0.

It will be noted that during the repeated transmission of any code to the train, the corresponding slow releasing relay 41, d4: or 4:6 is tie-energized during the time interval between each de-energization of the electroresponsive device E and the next successive energization of this device. Each of these relays is so designed that its contact .54, 55 or 56 will not open duringthis time interval.

If desired, a small piece of soft iron 60 may be attached to the vane 38 in such position as to approach the .pole .pieces of the retarding device K just as the shaft G co1npletes its movement in counter-elockwise clirection when the code signals cease. The attraction of the core 32 on this piece of iron will assist the action of gravity on the shaft in reversing contact member 47 of circuit I controller N.

If the supply of alternatingcurrent to the train carried receiving windings 9 and 9 ceasespthe parts of the apparatus will assume the, position in which they are shown in'the drawing, so that the stop lamp S will be lighted. If alternating current should be supplied continuously to the track rails, the primary relay C will remain energized, relay D will be opened by the first operation of shaft G and will thereafter remain open because its pick-up circuit is open at back contact 12-12 oil? relay C, and so there will be no subsequent operations of the shaft G. This shaft will therefore assume its normal position wherein it is shown in the drawing, so that the stop lamp S will be lighted.

It will be seen that the train carried apparatus is selectively responsive to the time interval from the beginning of each trackway impulse to the beginning of the next succeeding impulse, and that the time interval between impulses is immaterial. That is to say, shaft G is restored to its initial. position upon the beginning of each impulse and immediately begins its return movement regardless of the length of the impulse, because the return movement of the shaft is initiated by the opening of circuit controller N, and the opening of this circuit controller is dependent solely upon the shaft G being in its initial position. The timing force is gravity opposed by saturated electro-magnetic damping and the small frictional torque in three pivots. There is a small elastic force acting at each end of the timing stroke, but over the main part of the stroke there is none. There are no parts of the apparatus conncct ed by links whose pivots might wear and allow lost motion. The time element of each contact is permanent and not affected by contact wear. One important feature of the apparatus is that friction and elastic torques, both of which are erratic, are practically eliminated from the forces that affect the timing.

Although I have herein shown and described only one form of apparatus cmlmdying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. Railway trallic controlling apparatus comprising means in the trackway for supplying impulses to trains, and train carried governing mechanism selectively responsive to the time interval between a given instant in each impulse and the corresponding instant in the next impulse.

2. Railway trafiic controlling appa atus comprising means in the trackway l'or supplying impulses to trains, means controlled by traliic conditions for varying the time interval between the beginning of each impulse and the beginning of the next impulse, and train carried governing mechanism selectively responsive to the time interval between a given instant in each impulse and the corre sponding instant in the next impulse.

3. Railway traflic controlling apparatus comprising a train carried member biased in one direction, means for retarding the movement of said member in the said one direction but not in the other direction, apparatus located partly on the train and partly in the trackway for moving said member in the said other direction to an initial position at intervals spaced in accordance with traflic conditions, and governing mechanism on the train selectively responsive to the amount of movement made by said member away from such initial position between successive intervals.

4;. Railway trafiic controlling apparatus comprising a train carried member biased. to move away from an initial position, means for retarding the nioven'ient of said member away from but not toward its initial position, apparatus located partly on the train and partly in the trackway for restoring said member to its initial position at intervals spaced in accordance with tratiic conditions, and governing mechanism on the train selectively responsive to the amount of movement made by said member between successsive restorations.

5. Railway traffic controlling apparatus comprising means on a train arranged to change from an initial condition toward an ultimate condition in accordance with lapse of time, apparatus located partly on the train and partly in the trackway tor restoring said means to its initial position at intervals spacel in accordance with tratfic conditions, and governing mechanism on the train selectively responsive to the amount of change accomplished by said train carried means between successive restorations.

'6. Railway traffic controlling apparatus comprising means'on a train arranged to change from an initial condition toward an ultimate condition in accordance with lapse of time, apparatus located partly on the train and partly in the traclrway for restoring said means to its initial. position at intervals spaced in accordance with trafiic conditions, and mechanism on the train for indicating difierent speed limits according to the amount of change accomplished by said means between successive restorations.

7. Railway traliiccontrolling apparatus comprising a train carried member biased to move away from an initial position, means for retarding the movement of said member away from but not toward its initial position, apparatus located partly on the train and partly in the trackway for restoring said member to its initial position at intervals spaced in accordance with tral'lic conditions, and mechanism on the train for indicating ditlerent speed limits according to the amount of movement made by said member between successive restorations.

8. Railway trallic controlling apparatus comprising means in the trackway for transmitting impulses at different "frequencies undcr ditlercnt tratlic conditions, means on a train arranged to change from an initial condition in accordance with lapse of time, apparatus on the train tor restoring said means to its initial condition in response to each impulse from said traclrway means, and governing mechanism on the train selectively responsive to the amount of change accomplished by said train carried means between successive restorations.

9. Railway trallic coiiitrolling apparatus COJDPI'lSlDg means in. the traclrway for transmitting impulses at different frequencies undcr diiii'erent traliic conditions, a train carried member biased to move away from an initial position, means for retarding the movement of said member away from but not toward its initial position, apparatus on the train for restoring said member to its initial position in response to each impulse from said trackway means, and governing mechanism on the train selectively responsive to the amount of movement made by iid member between successive restorations.

10. Railway tratlic controlling apparatus comprising means in the traclrway for trans mitting in'ipulses at ditlerent frequencies under ditierent tratlic conditions, a train carried relay energized in response to each impulse from said traclrway means, a second train carried relay, a piclcup circuit for said second relay closed when said first relay is ale-energized, a train carried member biased to move from an initial position, a stick circuit for said second relay including a front contact thereof and a contact which is open when said member is in initial position but closed in all other positions of the member, a motor tor moving said member to its initial position, electric apparatus for retarding movement of said member, a train carried electro-responsive device having magnet and an armature, a circuit for said device controlled by a front contact of said first magnet and a trout contact of said second magnet, means for energizing said motor when said device is energized and for energizing said retarding apparatus when said device is tie-energized, a plurality of contact segments associated with said memher, a plurality of contact lingers one for each segment and normally out 01 engagement with the segments but moved into engagei'nent with said segments when the armature is attracted by its magnet, and governing mechanism on the train controlled by said contact elements.

11. Railway traliic controlling apparatus comprising means in the trackway for transi as mitti-ng impulses at different frequencies under different trailic conditions, a traincarrie'd'relay energized'in response to each impulse from said trackway means, means on the train arral'iged to change from an initial condition in accordance with lapse-of time, apparatus for restoring said means to itsinitial condition each'time said relay becomes energized, and governing mechanism on the train selectively responsive to the amount of change accomplished bysaid'train carried means between successive restorations.

12. Railway trailic controlling apparatus comprising a train carried shaft biased to turn away from an initial position, a retarding device for retarding the movement of said'sliaft iirresponse to the biasing force, a contact segment mounted to swing on said shaft and biasedto turn in the direction opposite to the shaft, a stop fixed to said shaft for limiting the movement of said seg ment wi-th'respect to the shaft, a contactfinger normally out of the path of said segment, means located partly on the train and partly in the trackway for periodically moving said contact finger into the path of said segment and simultaneously restoring said shaft to its initial position, means operating when the shaftreaches its initial position to release the contact finger and the shaft so that'said segment then falls against its stop, and governing mechanism on the train controlledby the cooperation of said contactsegment and said contact finger.

13. Railway traflic controlling apparatus comprising'means in the trackway for supplying impulses to trains, and train carried governing mechanism selectively responsive to the time interval'between the beginnig of eaclr impulse and the beginning of the next impulse.

14; Railway trafiic controlling apparatus comprising means in the trackway for supplying impulses to trains, means controlled by traiiic conditions for varying the time interval between the beginning of each impuse and the beginning of the next impulse, and train carried governing mechanismselectively responsive to the time interval between the beginning of each' impulse and the beginning of the next impulse.

15. In a continuous indication train control system, in combination, a translating device on the train, means controlled by traffie conditions for transmitting electrical impulses through said translating device, mechanism controlled by said translating device operating through a certain phase and then returning to initial position continually so long as impulses are transmitted througlrsaid translating device, and indication means controlled by said mechanism and held at oneindication so long as said mechanism completes its phase of operation in predetermined intervals.

16. In a continuous indication train con trol system, in combination, a track, a vehicle travelling thereon, a translating device on the vehicle, means controlled by traliic conditions for intermittently energizing said device, a timing device on the vehicle, a member under the joint control of said timing device and said translating device and caused thereby to operate through a predetermined phase and then return to initial position, and indication means controlled by said member and held at one indication only so long as said member completes its phase ofopcration in regularly recurring inter vals.

17. In a train control system, in combination, a track, a vehicle travelling thereon, a member on the vehicle having an initial position, means for moving said member from initial position at a constant rate, im pulse means controlled by trallic conditions for restoring said member to initial posi tion, and indication means held at one indication only so long as the extent of move ment of said member docsnot exceed or fall short of a substantially constant value.

18. In a continuous indication train control system, in combination, a track, a vehicle travelling thereon, a translating device on the vehicle, means for energizing and cle-energizing said translating device continually and at regular intervals while the vehicle is travelling under clear conditions, a member on the vehicle driven at a constant speed, means controlled by said translating device for affecting the movement of said member upon the reception of each impulse, and indication means governed by said member.

19. In a continuous indication train control system, in combination, a track, a vehicle travelling thereon, a translating device on the vehicle, means for energizing and deenergizing said translating device centinually and at regular intervals while the vehicle is travelling under clear conditions, a member on the vehicle having an initial "position, continuously operating means for moving said member away from its initial position at a constant speed, means con trolled by said translating device for restoring said member to initial position upon each energization thereof, and indication means controlled by said member.

20. In a continuous indication train controlsystem, in combination, a track, a vehicle travelling thereon, a translating device on the vehicle, means for energizing and cle-energizing said translating device continually and at regular intervals while the vehicle is travelling under clear conditions, a member on the vehicle having an initial position, continuously operating means for moving said member away from its initial position at a uniform rate, means controlled by the translating device for restoring said member to initial position upon each energization thereof, a train control circuit, and means for closing said circuit When said translating device is energized only if said member is in a predetermined position.

21. In a continuous indication train con trol system, in con'ibination, a track, a vchicle travelling thereon, a translating device on the vehicle, means controlled by traflic conditions for transmitting electrical iinpulses through said translating device at regular intervals, a member on the vehicle moved to an initial position upon the reception of each impulse, means for moving said member away from initial position at a predetermined ratc, a train control circuit, and means for closing said circuit upon the reception of each impulse provided said member has reached a predetermined posi- 20 tion.

In testimony whereof I aflix my signature.

HAROLD O. HOLTE. 

